Line shaft ratio changer



April 1o, 1945.

F. J. MORITH 2,373,138

LINE SHAFT RATIO CHANGER Filed Dec. 14, 1940 3 sheetssnaai 1 la ze INVENTOR:

4ATToR/wsys.

April 1o, 1945. F. J, MORlTH 2,373,138

y LINE SHAFT RATIO CHANGER Filed Dec. 14, 1940 3 Sheets-Sheet 2 INVEN'I'OR.- fkANKL /N fcZMo/Q/ TH,

ATTORNEYS.

April 10, 1945. F. J. MoR'lTH LINE SHAET RATIO CHANGER 1940 3 Sheets-Sheet 3 Filed Dec. 14

A TTORNE YS.

Patented Apr. 1o, 1945 UNirEo STATES PATENT o FrICE 2,373,138 l SHAFT nario @wenn y y rraniun..1.Mnrith, Batavia, NY.

Application December 14, 1940, Serial No. 2$19,181 4 claims. (c1. 1031-4211) driven shaft.

A4 further object of the 'inventionfis to "provide ra transmission or line shaft ratio changer of the character described which eliminates Jti'ieneed. for a clutch, Aand in which 'the' ratio between the drive shaft "andthe driven shaft may 'be automatically varied indirect response to the load on the driven shaft.

My invention is applicable `to automobiles,

l trucks and other types 0f ipower drivenrvehieles,

including aircraft, watercraft, all kinds of ma-v chine shop equipment, `and a wide variety of uses where it is desired .to provide either a manually controlled or 'an automatically controlled` ratio changer .in .a line shaft.`

Other V.objects and advantages of `.the invention will become apparent as the descriptionlproceeds.

In the drawings.:

Figure l is a vertical sectional view of the invention. t

Figure '2 'is an end view partly in section taken on the lline 2-2 `of Figure `1. y

Figure 3 .is a side elevation partly in section of amodilied form of the invention.

Figure 4 is an end view partly in .section .taken on the'line 4-4 .of Figure?.

In the torm -chosen for illustration, which 'is by way of example only, 'I show a drive yshaft Illy and a .driven shaft ll whichare mounted in "hear-v ings l2 and I3, respectively, secured :to -a hase or rame I4., the flatter being optionally a 'part of a. transmission housing, .or .a table, bench, lathe, or ordinary framework, depending upon the application .of the invention.

Rotatablvmounted on the drive shaft I0 and preferably between thrust collars 'I'5 and "I8 'is a ring `gear I1. .Rig'dly mounted on 'the drive shaft I nisaloevelgear IB. Acomplementarybevelgear I9 is .rigidly .mounted on the. driven shaft .'I"I..

.A cage 2U., which in the .form illustrated is rectangular comprising parallel longitudinal 'bars .21

and 22 and ends 23 and 2'4 'is welded or otherwise rigidly ailixed 'to the ring gear I1 at the end 23 or at 'any point along .the hars ."Li and 2i, Aand mounted ait'tl'ie end '24 Yfor free Arotation -on the driven shaft II'I,` preferably between :spacing or` thrust -collars .'25 and 2li` which `may be employed as bearing members. Other @forms of 'bearings or bushings may fbe employed.

bolt '21 is mounted ioetween the bars 2.1 .and

22, and vprovides a :spindle bearing 'for a freelyrctating intermediate fspider :gear 228 'which constantly meshes with the gears t8 and I'9. I may employ a similar spider gear ,at the `opposite Lend of the spindle, or may utilize aform of spindle which will accommodate more @than two "spider,

gears. l

Referring to Figure 12, lat one side oi the ring gear y'Il `is positioned a hearing 35; This bearing may be mounted `upon a 4part oi the kfiance Id. The bearing rotataloly Isupports a :shaft .36 to which is keyed at its forward end a bevel gear# or pinion 37, the latter constantly 4meshing with the ring gea-r @I 1. The Yshaft sli also forms apart of or is coupled with a iiuid pum-p or other governing' device '38 which may be mounted upon the samefrarnie I4. Thisflud pump 38 may he of any conventional construction, Tor-ms of which are4 well known. By way of example only, it Vmay be a conventional 'typeoi gear pump, the essential features being that the pump shaft 36 may be rotated to pump fluid, such tor example as oil, iff

the oil line is partially or fuily opened; 'but which is locked against rotation, 'or its rotating speed reduced, when `vthe oil line is kiully 'closed `or partially opened respectively.

The oil line comprises a reservoir and radiator 39 which 'may be oi `any Iconventional design.

The incorporation of vthe 4radiator 'in conjun tion with the reservoir is for 'the purpose of `cooling the yoil. `Oil isdelivered from the reservoir and circulated through a pipe 40 to the rpump and returns from `the lpump "through a pipe vIl-I. Interposediin the pipe -III is Ia pressure relief valve 42 which will be lsubsequently ydescribed in detail, and a by-'pass 43 also to be described, which provides for a lay-pass around the pressure relief The v`pressure relie velvet! comprises a cylindrical 4chamber 44 into which the lower lsection 41a of the pipe A4I partially extends. The upper end of the 'section Ma is preferably 'beveled and ground to provide a valve 45. A vallve member 45 having perforations 541 in its sidewalls is formed `with 'a valve closure member `4B adapted to seat in the valve -seat 45 of 'the pipe section 41a. `The valve member 46 has 1a suliciently large diameter 'so that 'when it is placed over *the fend of pipe section 4Ia there is a clearance between the pipe section and the valve member for the passage of oil. The valve member 46 is normally pressurably urged against the upper end of the pipe section 4Ia by a compression spring 49. The correct tension of this spring should be directly related to the load imposed upon the bevel gear trated in the drawings may be operated automatically by some means such for example as centrifugal governor 5|. If the governor 5I is employed it may be operated by a, rotary power source 52 deriving its rotation from the drive shaft I0, in any desired manner. The governor 5I land the valve 50 maybe of conventional design and coupled through suitable linkage 53, so that the valve 50 is fully opened when the governor is idle, and progressively closes as the speed of the governor increases, so that at anyv pre-determined speed of the governor the valve becomes fully closed.

The operation is as follows: Power from any suitable source is used to drive the drive shaft I9, and in the form of the invention illustrated, this power may be transmitted to the driven shaft I in any ratio between '1 to 1 and infinity,

Y which practically means that there is a cornplete range of ratio change between 1 to 1 and zero.

In normal operation the devicel isv commonly utilized in a manner by which at the start the drive shaft is rotating and the driven shaft is idle, and the driven shaft is gradually brought up to the desired rotational speed. Moreover, during operation, the ratio between drive shaft and driven shaft is variable automatically depending upon the load encountered by the,

driven shaft. This, for example, will effect an automatic ratio change if the transmission is employed in an automobile, when a grade is encountered, or in starting the automobile; or when the transmission is employed in a lathe or other machine equipment, the ratio in the line shaft will automatically vary with the load encountered in the lathe as milling operations for instance may vary in depth of cut. .These illustrations are by way of example only and are not intended to limit the wide application of the invention.

Assuming that the drive shaft Ill is'rotating, and the oil line is opened for free flow of oil through the pump, the ring gear I1/and. the

bevel gear I8 are rotating with the drive sha-ft shaft I I receive no power from the drive shaft II) and remain idle.

Assuming the opposite extreme, that is to say the oil line 4I being closed Iand consequently. locking the pump 38 against rotation, which results in the shaft 36 and the pinion 31 lremaining stationary, this has the effectof lockingthe Inasmuch as the free rotation of. the ring` ring gear I1 against rotation. As a result, the cage 20 is also held against rotation, and as will be readily seen, rotation of the drive shaft I0, is communicated through the bevel gear I8, the spider gear 28, the bevel gear I9, and thus to the driven shaft II, in a 1 to 1 ratio.

Intermediate drive ratios between the drive shaft I0 and the driven shaft I I are obtained by permitting the ring gear I1 and consequently the cage 2U to rotate at varying speeds. The speed of rotation of the ring gear I1 is controlled through the pinion 31, the pump 38, the oil line 4I and the pressure relief valve. In other words, the resistance set up in the oil line which the pump has to overcome, effects rotational control of the ring gear I1 and consequently the ratio between the drive shaft I0 and the driven shaft II.

Resistance in the oil line 4I is automatically controlled by the pressure relief valve which begins to function when the by-pass Avalve is closed. Oil pressure in the direction of the arrow in the lower section of the line yIII raises the cup 46 against the pressure of spring 49 and permits oil to flow into the cup and between the cup and pipe section 4 Ia, as well as through the apertures '41, into the chamber 44, thence through the upper section of the line 4I into the radiator and reservoir 49. From the radiator and reservoir the oil is recirculated through the pipe 4I] 'to the pump. The heavier the pressure in the lower section of line 4I the higher the cup 46 is raised, and the freer the oil flows through this pressure relief valve 42. As the pump pressure decreases, thek cup 46 tends to lower, and

the oil ow is less. The spring 49 having been readjusted as to tension, or regulated accordingto working conditions, causes a desired balance to be maintained by thepressure relief valve, so that the ratio between drive shaft IIJ and driven shaft I I automatically varies according to the load on the driven shaft.

As previously described, the by-pass valve 50 may be manually operated; and it may be used as the control for the oil line without the pressure relief valve 42; but if the invention is to be applied to a motor vehicle and it is desired to provide automatic starting of the vehicle without the use of a clutch, I may utilize the governor Icontrol 5I illustrated in Figure 1.

Here, assumingv that the shaft 52, which derives its rotation from the drive shaft ofthe automobile, is rotating at idling speed, the governor 5I does not have sufiicient force to close the valve 59 and consequently the valve remains fully open. This as previously described, results in a free circulation of the pump fluid and consequently no transmission of power to the driven shaft II. When the operator opens the throttle of the motor, and the speed of shaft 52 is thus increased, the governor 5I comes into play Iand gradually closes the by-pass valve 50. As the valve 50 closes, the uid line 4I sets up resistance to the pump 38, whichv resistance is automatically balanced by the lpressure relief valve 42, and rotation of the ring gear I1 is gradually retardedas the motor vehicle moves forward, until under normal level driving conditions the ring gear I1 may be held stationaryA and a 1 to 1 drive ratio be maintained. As long as a predetermined rotational speed is maintained on the shaft 52 of thegovernor, the by-pass valve 59 remains closed, and when the speed is sufficiently reduced, they governor causes the valve 50 to again open, thus breaking the transmission 50a, an automatic pressure relief of power from the drive shaft Ill to the driven shaft H.

Referring to the modified form of my invention illustrated in Figure 3, I provide a drive shaft Illa, a driven shaft, l la, bevel gears d8a and lea, a cage 2da, a spindle bearing bolt 21a, a spider gear 28a.

The cage 26a is rigidly secured to the inner ring of a ball race 6D. This ball race comprises the inner ring or race 6l, an outer ring or race 62, balls 63 being interposed therebetween. The inner ring .is mounted at an angle to the axis of the cage by brackets 'Hl which may be Welded or otherwise permanently mounted upon yring l. The outer ring is provided with pins $4 which are rotatably mounted in bearings 65 of a semi-circular mounting bracket 66.

The bracket 66 is provided at its lower eX- tremity with a pin 'H which is swivelly mounted in the base (il.

The outer ring 62 may thus have an oscillating motion or a wobblemotion which is universal.

If this oscillating or universal wobble motion is not restricted, rotary force of the drive shaft lila will not be imparted to the driven shaft Ha, because the cage a Will be free to rotate with the .drive shaft Illa and consequently the spider gear 28a will merely follow the bevel gear i 3a.'

As is the case of the preferred form of invention first illustrated, power is transmitted in varying ratios from infinity to 1 to 1 by retarding the rotation of the cage 20a. The cage Ella may be locked against rotary movement by restraining the outer or control ring 62 against oscillation or wobble motion. The cage may rotate with varying degrees of speed, depending upon resistance to oscillation or wobbling imposed upon the ring B2.

The necessary resistance is provided by a plurality of cylinders 'I5 in which pistons 'H6 reciprocate, the pistons being joined to the ring t2 by.

connecting rods Tl coupled by universal joints.

The cylinders are all connected to an oil line 4 la which includes a by-pass 43a, a by-pass valve valve 42a, and a radiator and reservoir 39a.

The oil line 41a includes inlets 80 and check valves 3l through which oil may be introduced to the respective cylinders by conduits 82. The conduits 82 are provided with check valves 83. Oil is thus available for supply at all times to the cylinders 15, but is checked against return by the check valves 8l. Exhaust of oil from the cylinders 'l5 is possible at all times through the check valves t3, but cannot return through those valves. The line control is thus established at the by-pass l1-la and the pressure relief valve 42a.

As previously described, when the by-pass valve 50a is fully opened the circulation' of oil through the line and the cylinders isunrestricted. When the by-pass valve 50a is closed and the pressure relief valve comes into play, there is more or less restriction on the oil line 4 la depending upon external operating conditions of the line shaft, and the balance for which the pressure relief Valve is designed or adjusted.

In operation of the modified form of device which has been described; when the oil line is fully opened, the rotation of the cage 20a is imment of the invention.

parted to the inner race 5l, and this of course causes the outer race 62, which does not rotate, to oscillate with a compound motion on both horizontal and vertical axes in a manner to reciprocate the connecting rods 'il and the piston 16. Consequently no driving force is imparted by the drive shaft lilo. to the driven shaft ila. however, the pistons are retarded against reciprocation by resistance set up in the oil line, the

rotation of the cage 2da is likewise retarded in corresponding degree, and the ratio of the drive shaft to the driven shaft thereupon varies as described in reference to the preferred embodi- Of course it must be understood that Figures 1, 2, 3, and 4 and the accompanying description, depict and describe only the method of operation rwhich might be preferred as it is entirely practical, and, in some cases, it might be preferable to have the drive at one of the other of the three points, the driven at any of the three points and the control unit at any of the three points, giving varying gear ratios when the Whole assembly is operating under such load conditions or control as to have the control unit at xed or stationary position.

The alternative methods of operation just described make possible various fixed ratios above or below 1 to 1.

It is also understood that the described invention is in itself a clutch suitable for heavy duty work, such as on Diesel jobs either stationary or otherwise.

Having described the invention, what I claim as new and, desire to secure by Letters Patent is:

l. A control element for a device of the kind described comprising a pump, a fluid line to said pump, a pressure relief valve in said line actuated in response to line pressure, a by-pass around the pressure relief valve, and means controlling the by-pass comprising a centrifugal governor opening the by-pass at relatively low speed and reducing or closing the by-pass at relatively high speed of the drive shaft.

`2. In a pump for controlling the transmission of power from a drive shaft to a driven shaft through a differential gear coupling betweensaid shafts; control means for the pump including a, fluid line leading to and from said pump, a pressure relief valve in said line responsive to pump pressure, a by-pass in said line around said relief valve, and a normally open control valve in said by-pass.

3. The structure called for in claim 2 together with a centrifugal governor operatively connected to the drive shaft, and connections between said governor and the control valve to move the latter toward its closed position on increasing speed of the drive shaft.

4. A fluid control means for a pump comprising a fluid line leading to and from said pump, a pressure relief valve in said line responsive to pump pressure developed in said line, a spring opposing opening of said valve, means for adjusting the tension of said spring, a by-pass in said line around said relief Valve communicating with the line at opposite sides of said valve, and a normally open control valve in said by-pass. l

FRANKLIN J. MORITH.

When, 

